Endless automatic track-laying and ground-treading power-operated traction-engine.



J. G. LEYNER. ENDLESS AUTUMATIC TRACK LAYING AND GROUND TREADING POWER OPEHATED TACTlQN ENGINE.

APNIC/NON FILED 1uLY2a.I9|5.

I1 ,254,8 1 9 Patented J an. 29, 1918.

ll SHEETS-SHEET. l.

, J. G. LEYNER. ENDLESS AUTOMATIC TRACK LAYTNG AND GROUND TREADTNG POWER OPERATED TRAcTloN ENGTNL APYLICATION FILED JULY 2B, NH5- Patented Jan. 2 9, 1918.

1. G. LEYNER. y ENDLESS AUTOMATIC TRACK LAYiNG AND GROUND TREAOING POWER 0PERATE D TRACTION ENGINE. APPLICATION FILED JULY 2B, 1915.

1 ,254,8 1 9. Pamd Jan. 29,/1918.

1l SHEETS--SHEET 3.

. dwlmwmV ENDLESS AUTOMAHC RAB( LAYlNG AND GRLIND 'FHEADiNG POWER OPERATEU TRACON ENGINE.

APPUCA'HDH FLEU JULY 28, 1915.

f 1,254,819. I, Patented Jan. 29,1918.

1l SHEETS-SHEET 4.

M@ wi. L i i l. G. LEYNEH. ENIJLESS AUTUMATIC TRACK LAYING AND GROUND TREADING POWER OFRATEVD IRACTIN ENGINE.

' APPLicATmN FILED 1uLY2S.1915.

Pantedlan. 29,"1918- "n wr: we '5y j d@ pt H' I JL I l 1. G. LEYNER. ENDLESS AUTOMATIC TRACK LAYIIIG AND GROUND TREAOING POWER OPERATED IRACTION ENGINE.

APPLICATION FILED1ULY28.I9I5.

' Patented ran.29,1918.

I I SHEETSwSHEET Ii.

. NI /W NDLESS AUTOMATIC TRACK L'AYING AND GRUUN TREADING POWER PERAI'ED `IRACTION ENGINE.

APPLICATION FILED JULY 2B. ISIS.

1,254,81 9. llatellted Jan. 29, 1918.

II SHEETS-SHEET ww? 95,3%. ggmg Patented Jan. 29, 1918.

Il SHEETS-SHEET S.

.L G` LEYNEH.

APPLICATION FILED IULY 28, I9I5.

n ,m E u ENDLESS AUTOMATIC TRACK LAYING AND GROUND TRE'DING POWER OPER/WED IRACTION ENGINE.

Nr m, mi

A 1. G. LEYNER.; ENDLESS AUTOMATIC TRACK LAYING AND GRUUND TREADING POWER OPERATED TRACTION`ENGINE. v

. APPLICATION man mu 28. 1915. 1,254,819. Patented Jan.29,1918.

l1 SHEETS-SHEET 9.

` L41. 021--- zu; u! .,1

` zal al mmm 1m JUL Jur J; E, LE-YMELR. ENDLESS AUTOMATICRAGKMwNiANu GROUND TREADING POWER OPEHATED TRACTION ENGINE.

Patented J an. 29, 1918-.

1I SHEETS-SHEET 10.

I. G. LEYNER.

ENDLEss AUTOMATIC TRACK LAYING AND GROUND TREADIAIG POWER OPERATED TRACTION ENGlNE.

" APPLICATION FILED ILILY 28, I9l5.

A Patnted Ja11.29,1918.

`1I SHEETS- SHEET T1.

IIT

III E *f A i .in Fig. es.

the longitudinal axis of the tractor with portions removed and other portions broken awa Fig. 10, is a detail plan view of one of the track frames drawn to a larger scale, and

with portions removed.

Fig. 11, is a plan view of the tractor with parts removed, illustrating the manner of operating the fly wheel clutches, also the manner of shiftlng the driving shafts endwise to reverse the direction of the machine.

Fig. 12, is a longitudinal, vertical sectional view of the tractor, showing the arrangement of the wheels for operating and supportin the endless tracks, parts of the machine eing omitted.l

Fig. 13, 1s a plan view of a portion of one of the endless tracks.

Fig. 14, is a side view of the same.

Fig. 15, is a longitudinal sectional view of one of the pins which connect the alined pairs of the endless track links.

Fig. 16, is a plan view of one of the track links.

Fig. 17, is a side view of the same.

Fig. 18, is a vertical sectional view on the line 18-18 of Fig. 17;

Fi 19, is a perspective view of one of the s eeves one of which is contained withinthe inset ends of each pair of links.

, Fig, 20, is a side .view of one of the bolts which connect the links to the track plates lookingendwise at its head.

Fig. 21, is also a side view of the bolt looking sidewise at its head.

Fig. 22, is a bottom view of one of the tie Ip ates.

ig. 23, is an end view of the same.

Fig. 24, is a front view of one of the gear clutch collars which are rigidly -mounted upon the driving shafts.

Fig. 25, is a slde View of the same.

Fig. 26, is a sectional view showing the manner-of connecting the reversing bar to the driving shafts.

Fig. 27, 1s an end view of the parts shown Fi 28, is a vertical, longitudinal secy tiona .view throu h a portion yof the main frame, showin t e driving track frame 'illide' rail whic supports the inner ends of e driving'track frame top plates.

Figs. 29,and show respectively a side and edge 'view of one of the links which lili connect the steering nut with the driving y track frame.

Figs. 31" and 32 are respectively a pla n\ .and an end view of the steering nuU 1,

Figs. 33 and 34 are respectlvely a plan and a side view of one of the castings which are secured to the inner ends of the track frame, to which are'secured the outer ends of thelinks shown in Figs. y29 and 30.

. Fig. 35 is an enlarged plan view illusi@ v trating the foot and hand levers and mechalever for applying the brake band.

Fig. 38 1s an edge view of the brake lever shown in Fig. 37. And

Figs. 39, 40, 41, 42, 43, 44 and 45, are views of various crank arms 4forming part of the clutch and driving shaft operating mechanism.

Similar letters and figures of reference refer to similar parts throughout the several views.

My invention contemplates broadly a power operating traction engine that can be propelled and operated by gas, steam, electriclty Aor any other type of motive power producin engine or engines. I'have however pre erably embodied and illustrated in the drawings of this present application as the propelllng and operatingmotor of m tractor, an lnternal combustion engine which with its coperating elements will be fullv described hereinafter.

y automatic endless track laying and ground treading tractor comprises a stationary mechanism supportin platform plate member 2, which prefera ly consists of an iron or steel channel shaped plate member, having a wide central flat 'plate f portion and upwardly projecting side flange portions'2A. The plate portion of this channeledmember lies in a flat horizontal posi'- tion and forms the upper or top supporting 'platform of a number of the parts of the tractor. This channeled plate 2 I term the stationary platfornrframe of the tractor, as it is a stationary frame. It is made in one continuous ieee and it has mounted on it the fuel tan s B and 3', the horizontal multi-tubular radiator 4,-the bevel reduction gear housings 5 and-5', the operating platorm 6, the steering post casting 7, the driving track frame guide rail 8, and the tool boxes 9 and 9. This main frame 2 rests on plates 15 and 15 which are supported by T beams 10 and 10 which rest on and are secured to journal boxes that are mounted on the opposite ends of the shafts upon which the endless ground treading tracks 14 and 14 are mounted and secured. The flat horizontal plates 15 and 15', the vertical Tbeams 10 and 10', and the shafts and wheels thereof constitute the endless ground treading tractor propelling track frames A and A of which there are two, one at each end porfxiwn oit'v the stationary top plat-form frame as shown in Fig..1. These driving track supporting frames are pivotally con-4 momie nected 'to the underside of the stationery 'platform frame 2, in euch o, manner that their two adjoining :free ende con he eivruig laterally and horizontfiily onderne-.1th the stationary ironie in orcs of t. side/of it or of ite longitudinoi .p :rol pon tion. These driving tinck framelh and their ground tracks are so pivotaliy positioned on -the stationary frame that their adjoining free ends stand close to and equal die. tances from theA transiverse center 'oi' the lengthof the stationary fro-nie A.. 'suitable manually operating roce'. f nected to their free ends that permits the operator to swing their adjoining free ende together in the same direction endet the same time effecting a joint swinging :more ment of ytheir adjoining free ends. in :i1-ce of circles radiating from their pivotol con nections7 with the stationery ilffnroe i2, in

either direction that they maybe moved in or swung from the longitudinal center o"1V their Stationary supporting frei e.

To the top langes of the i beanie l@ end 10', a fiat plate 15 of sheet iron or steel is riveted. This late-.15 forms n Supporting deck '-for the s ationary platform 'freine .2. which hasthe driving track turning mecha nism mounted. on it, which will he presently described. In describing these two driving trackV supporting frames and the driving ltrack mechanism, the description will be coniinedfrnore particularly to one of them, as they are identical in every particolar, and they and the manner in which I move vthem to Steer the tractor, forni the essential elements of my invention. The)7 ere shown in s ide elevation in Fig. 1 and varirme sectional and other views, and en eniarged plait view of one of the complete driving tracksupporting frames is shown in Fig. 10. In this view however the top plate l5 'had been removed to show the interior and parts contained therein. The two driving 46-track frames A and .Aereidentical and they are' shown pivoted a1'. their outer end :which is cirenlzir in ilen vtrack frame A in e hm The en..

p v circular n '5.. upon its. tot projection 95 he fitted into e o rrespond ing aperture C. in the channel benin shaped freine Q The hn costing QW and the plete 15 turn on the' the lip 97, tw, und wlioee eirenmference 9S fitted to and turns Within thecorresponding opi Mire in housing ie fitted on lower en ieee to end turns upon. upper i of the. plo." ,ironie ,eo that il mio cor' tn rnftohle or pivot vriii orne in' the :ipertnre of the :stationery pietforin traine and the homing maintaining tie plete 1.5 and consequently the rech driving' A, oi which plate l5 is port, in eontzict with the iower .Surfin-ce oi tlv ...-.onery platform freine 2, allowing er. Aging of the dri-w iront-al piene about the axis of the huh costing 92., hut preventing any vertical movement or sepa-- ration bet-Ween the top surface of the plate 15, and the lower surface of the main' Stationary platform frame The endless ground treading track' supporting frame. A',

is pivoted to the stationary frame -2 in a connected ond can be swung around theirv .portions to the opposite end por lions 'of the main frame 2, butltlieyconld be pivoted et y 'any desired portion of their lengti-is et any lioffpointsin the length of the mein. frame 2, that -are'positioned in the saine relative po ;sitions to eachv other, oneach side: of

transverse center of the 'frame and tractor.

A plan view ofthese parte relative to each |-..other is yshown in- Fige' and 12Min which ,-15 isthe ltop platehnd .10 are the T beams "of the driving track frame A. The plete 'l5 pivotal connections to the stationery frame at, points AWWA. in the manner shown in Fig. 3. v

My invention eonternpltes'eny ineens for turning and controlling the vtrack f 'lriving frames and :for connecting themotor to the ,endless ground treading tracks, and for steering them to guide the tractor as desired. I preferably however carry out these fea-- tures of my invention in the following 1nanner: t

A inzinnally operating steerin Wheel 78 is threndedly mounted onl a tn e (see Figs. l and 8), so that when the Wheel 7S is rotated, the tube 80 rotates with it.' This tube 8G extends downward. from the Wheel "I8 loosely through n casting 7, within which is rovidedV with centrally positioned the tube rotates, and at its lower-eXtrenlitir it fitted into and aiiixed to n bevel pinion that when the steering Wheel ie ro-` tated, the pinion 8l is rotated by it. The pinion 8l meshes with n' bevel. gear which keyed on screw 83, which' I term the Steering sere/iv. The steering screw 83 is iitted to hem "gs Minid Si in castings 7 find n'hici in e boit-ed to the mein ironie 2, 'ond theee heoringo support the-crew 83, 'which is proventedrozn n'io'ving eizidwise in either dire, tion hy end thrust hearings 8 5 and S5 that :1re positioned in the ings 'T and 8, end Awhich are adjnsted hy the iso Will be seen from the screw has impelled the nut to the position hexagonal nuts 86 and 86 upon the threaded extremities of the screw 8 3.' The screw 83 has an enlarged threaded portion extendin from the bevel ear 82 to the bearing 84 and upon this -t readed portion the correspondingly threaded nut 87 is fitted. This nut has a' pair of ears 88 projecting outwardly4 on a horizontal plane, from either4 side, as in Figs. 3, 31 and 32, and between these pairs of ears the'ends of the links 89 and 89', Figs. 3, 29 and 30, are fitted and pivoted'u'pon the pins 90 and 90', which pass throu h the holes provided for them in ears 88 an throu h the correspondin holes in the ends of lin s 89 and 89. Lin 89 is shown in detail, drawn to a larger scale, in Fi s. 29 andBO. The other ends'of links 89 an 89' are entered .into and pivoted within similar pairs of ears borne upon the castings 91 and 91', which are bolted upon the outer faces of the side plates 10 and 10' of the driving track frames A and A', and in the same horizontal plane as the longitudinal axis of the screw 83.- Detail views of casting 91 are shown in Fi s. 38 and 34. It oregoing that the nut 87 is prevented from turning when the screw 83 is rotated by the steering Wheel 78, through the bevel gears 81 and 82, because of the links 89 and 89', and as the screw 83 is revented from moving endwise, it is obvious that the nut 87 will be caused to traverse the threaded portion of the screw 83 in one direction, when the screw is ro tated by the steering wheel in one direction. When the direction of rotation of the steering wheel is reversed, so will the direction" of travel of the nut upon the screw be reversed, and as the nut 87 is impelled along the screw 8,3, it will either pull or push upon the links 89 and 89",l and these will impart motion to the driving track frames A and A around the pivoted joints at their other ends,'through the castings 91 and 91. As the driving track frames are pivoted lto the main frame at A-A, as already described, they will be caused totravel in arcs about thosey pivotal points, and when the indicated by the solid lines, as shown 1n Fig; 3, the driving track frames A and A' will assume positions4 relative to the main frame-2 andto each other as shown by the solid lines of Fig. 3. As the driving track frames A and A' are the containers of the driving tracks 14 and 14 which carry and -propel the tractor as hereinafter described, the tractor will becaused to turn toward the left when moving in the direction indicated by the arr w at end of Fig. 3, and when the screw 8 has impelled thenut 87 to the opposite extreme of travel indicated by the dotted lines the'driving. track frames 2, as indicated by the dotted li es, and when the tractor is moving in the rection of the arrow at end of Fig. 3, it will obviously be caused to turn toward the right, and as 'is varied the position of the nut 87, upon the of travel o he tractor be varied.

The inner ends of the driving track frames A and A' Fig. 3, are held in position against the lower side of the main frame 2 by the driving track frame guide mil 8, Figs. 1, 12 and 28, which extends transversely across the lower surface of the main frame 2, `to which it is bolted, and it is recessed upon its opposite sides to fit over the projecting arced inner ends of the top plates 15 and 15. In Fig. 28 the manner in which the projecting arced portions are retained in position by casting 8 is clearly shown.

The driving track frames A and A', together with the main frame and super structure, are carried upon the track wheels 11, 12 and 13 and l1', 12 and 13' of Figs. 1, 5,. 6, 7, 10' and 12, and by track wheels 66 of Figs. 5, 10 and 12. These wheels are fixed u on,'carry and rotate with them the axles 6 and 68. Figs. 5, 6, 7, 10 and 12, upon. whose end portions the journals 69 and 70 are` formed` which carry and rotate upon the cylindrical rollers 71 contained within the bearings 72 and 73, whose flanges 74 and 75 are bolted against the outside Surfaces of plates 10 and 10', which form the sides of driving track frames A and A', Fig. 1,. These plates have their lower edges bored to fit around and rest upon the uppe halves of the bearings 72 and 73, and in this way the weight upon and of the driving track frames A and A' is carried from the bearings 72 and 473 to the journals 69 and 70, transmitted from the journals through the axles 67 and 68 to the track wheels, which resting upon the driving tracks 14 and 14', receive that weightand transmit and distribute that weight to the ground through that portion of-their length which comes in contact with and bears upon the ground, namely, from O to P, arfd from O' to P' of Fig, 1. It will be 'seen' that 'the driving tracks 14 and 14' are the recipients of the weight ofthe entire tractor, and that they disseminate it over the 'large area of ground covered bvtheir contact portions,

The means employed to convey the power 'generated vby the motor 1 to the driving "crank shaft 19], Figs. 11, 12, and 36, andv which fly wheels contain suitable clutches 70 screw 83 between its opposite ends, so will the relative positions of the rack driving frames A and'A be varied with that of the main frame 2 and with each other, and as they varfyso will the course or direction I whi the axes ofthe shafts 19 and 19', that motion will be imparted to and throu h the rings and collars 25 and 25' and 13 and 137 to the driving shafts 19 and 19' simultaneously, and ,in the same amount that the bar 27 1s 'moved, within the limits of travel endwise and either way'allowed by the clutch collars 22, 22', 22A and 22B, Figs. 9 and 11. These clutches are engaged and disengaged with the mating clutches in bevel pinions 21, 21', 21^ and 21B by that endwise movement as hereinbefore described. It is ap arent from the fore ping description that 1f either re- 4versing ver 76 or 76' be moved to-the extreme point f travel allowed it in either direction, it will cause the driving gears to be 4so enmeshed as to propel the tractorln the same direction as either reversing lever 7601' 76' has been moved.

In order that the driving shafts 19 and 19' may havel this endwise movement and still transmit nto the gearing the power generated by the motor, the ends which enter into the fly wheel clutch collars 18 and 18', Fig. `2, are squared for a portion of their lengths as shown at 28, Fig. 26, and these squared portions slide back'and forth within the correspondingly squared,holes in the fly wheel clutch collars 18 and 18' of Fig. 11. In this way the shafts 19 and 19' are free Atomov'eendwise in the collars`18 and 18', as directed by the levers 76 and 76', but must rotate with the collars 18 and 18' when they rotate. y

As hereinbefore described, the 'driving p'yli'ons 21" and 21B, or 21 and 214-,.Fig. 9 :are caused, according to the positlons .or the reversing levers 76 and 76', to drive the bevel'gears29 and 29', which are bolted to andv V the bevel inions 31 .and 31Aare also bdted, so that t e three'V parts 29, 30 and 31, and 29', 30' and 31` respectively, of each set, rotate as one about the vertical journals 32 'and 32. The downward thrusts caused bythe drivin pinions 21" and 21B or 21 and '21 and t e driven bevel gears 34 -an'd 84' are carried upon the bearings 33 and 33. 81' in turn mesh with and ears 34 and 34', which are-bolted to and drive the gear spiders 36 and 8.6' whose hubs i 'are fitted to receive and arejkeyed to the cross shafts 35 and 35', so that 34, 36 and 35 and 34', 36' and` 35' actively are .drivgriand rotate as one, b'yy' vel pinions lldrl'. At the vback fl" of ear 4spiand 36' thecros Je sn p0rtion3 ig. ,V" c ist rea ed to receive the correspondinly threaded "collar 88, whichscrews' against the back ,face of gear ,spider 36,- and revents it from 'moving endwise upon the s aft 35, and so allowing bevel gear 34 to )nove out of alinef ive the brake spiders 30 and 30', uponV annular ring thrust' Bevel' 'inions 31 and ive the bevel ment, with bevel pinion 31. Lock collar 39 screws tightly against adjusting collar 38, so preventing it from unscrewing. The cross' shaft 35 then passes throu h the holes 40 on opposite sides 'of the splerical gear cover 41, and thro'u li the shaft sleeves 42 and 42', which are tted and bolted to the gear cover 41, and are bored to receive the shaft 35 and to fit over the ends of the cross shaft bearings and 45', which are fitted to receive them. The shaft 35 is threaded at 43 and 43' to receive the -correspondingly threaded adjustin collars 44 an 44', which screw against t e faces ofv the bearings 45 and 45', reventing endl movement of the shaft 35. he lock collars 46 and 46 screw against collars 44 and 44' lookin them in position. The bushings 47 an 47' are bored to receive and are keyed to and rotate with shaft 35, and their outer diameters are fitted to and rotate Within the bearings 45 and 45', thus providing large and ample bearing areas for the shaft 35. The bearings 45 and 45' have flanges 48 and 48' which bear against and are bolted to the side gear frames 49 and 49', also projections 50 and 50' of circular section,which are fitted t0 holes bored in 49 and 49' to receive the-l.: Those portions 51 and -51 of the shaft 35, which project beyond the bearings 45 and 45' and 1nto pinions 52 and 52', Figs. 1, 4 and 9 are square in section, 'and are fitted into correspondingly squared holes within the pinions, so that the .pinions revolve as one with shaft 35, and ,so driving the mating gears 53 and 53', Figs. 1, 4V and 9 which rotate' upon the journals 54 and 54', which are part of castings and 49. The gears 53 and 53 in turn mesh with and drive the gears 55 and 55', 1, 4z1nds9, whose hubs have squared apertures to receive the correspondingly squ ed portions 56 and'56' of the shaft 57, anso drive said shaft. Near the ends of the shaft 57, the journals 58 and 58' are formed, which are supported' by and rotate upon'the eylin#l drical rollers 59, contained by the 4bearings r60 and 60', whose flanges 61 and 61are fitted into corresponding holes in side ear and frames 49 and 49', are'bolted against the o er surfaces of side Aplates 10 and 10' of d vingl track frames also c sldeg'ar ,frames 49 and J49'. The

shaft trearnesupon it the driving sprockets y and A', as are `ends of the links, and in the bushin till it is in place, as shown in plan view o Fig. 13. It-then joins andy holds 1n position the three vpairs of links gf the one tie, and the three airs of links of the adjacent tie, and as the iiushi 65 are prevented from turning in "the liriiss, a already described, the bushings 65and" heir links 100 are as one, and may pivot'and 'turn unon and around the have upset portions on their one ends, and holes in their other ends, throu h which pins 104, Fi 14, pass, and whic lay in the slotted ugs provided for them upon the sides of 4100, as shown in Figs. 14 and 17, so preventing link pin 193 from moving endwise or turning in the links, 100. It will be seen, from the foregoing, that the driving tricks may bend at the joints formed as described, as a roller chain bends at its joints, when passing over its sprockets.

The track wheels 12, 13 and 66, Figs. 1, 5,

and 6, rest upon the upper edges of links 100 as described hereinbeiore, so that a track very similar to a railroad track is afforded for these wheels to pass over, in which the tie plates'lOl correspond to the cross ties, the top portions of links 100 to the rails, and the track bolts 102 tospikes holding the rails totheties', and the track wheels 12, 13 and -66 rollalongjthis track in a similar manner V to that of the-,truck wheels cfa railway carijiag'evrollingralong the rails of a railroad` r315 'Ihefwheels'lL 11 and 11^, Figs. 7 and 10 however, rest not upon the upper edges oi thefiiiiks 100,- but run between the airs of :links and rest ppon and are carrie by the bushings '65,. f

v'Tl'leItuack, wheels'12 and 13, Figs. 1, 5, 6, and 10, are provided with fianges upon their outer edges, and upon vtheir central portions respstivel i as shown in the several figures, j whose pur is toghold the drivingtracks 'df-:from Infos?` y g out o position sidewis from 4V-their course-of travel.A Q .To compensate for wear and consequent loosening and sagging ofthe driving tracks 5I .have provided a means'of adjusting and i htening the saine, which is as follows: -h'e bearings 73, Figs. 7 and 10, which the shaft 68, and its Wheels 11, 11 and ,1. L. ..4 :plates 10 of drivin track frame A, so shaped ,Mas to allow lengt wise movement in track -frame A, of bearings 73, with their shaft 68 and wheels 11, sothat their movement when awayrfrom the other end of track frame A, will 'obviously tighten the driving tracks and when'inoved toward' the other end o loosen the" r'ving tracks.' This movement driving trakgframe A, p7ill as obviously' i larly threaded nut 107 whic axis of link pin 103. Link pins 103, Fig. 15,

are so made, and the apertures in side- 75, Figs. 1 and 7, the stud 105, Fi 1, which 06 projects toward and slides throng the casting 106, which is ufixed to side plate 10 of the track drivin frame A. That portion of the stud 105 w ich protrudes beyond casting 106 is threaded and has u on it the simibears against the face of casting 106, so that as the nut 107 is tightened upon stud 105 it will pull upon said stud, which being fastened to vthe iange of bearing 73 draws said bearing with its shaft and wheels toward the nut, so that when the nut 107 is tightened upon stud 105, the driving tracks are tightened,' and when it is loosened so too are they loosened. Similar devices are placed upon each side of each driving track frame, in order that bearings 73 and 73 may be moved an equal amount, and shafts 68 so keptin alinenent. The circular apertures 108, Fig. 1, in the side plates 10 and 10' of the driving track frames A and A are hand holes to serve the idler wheels 109, Fig. 10. These idler wheels support those portions of the driving trucks 14 and 14', which extend from the tops of drivin sprockets 63, 63 and 63A at one end of the rivin track frames A and A', to the to s of Whse s 11, 11 and 11A, at the other en so preventing undue sag and strain in those top portions.

The draft ear of the machine or vehicle to be drawn y the tractor is attached to a pin contained in hole 111 of casting 110, Figs. 10 and 12. This casting and a duplicate are each fastened by bolts and rivets into theroutside ends of driving track frames A and A', and each casting has central with hole 111, a series of ears, with pockets Y0r Spaces between them arranged vertically, one above another. These ears are-pierced by hole 111 through which a suitable pin is passed. These pockets and ears are, shown in Fig. 12. To the pin in hole 111 may be attached the hook, clevises, chains or other draft gear'connected to whatever vehicle or 'aehine it is desired to draw, and as 110 the sadutars and pockets are placed vertically one above another, the height above the ground that the .draft gear is attached to the. tractor may be varied at the will of the op erator, by attaching said draft carto pin 1n hole 111 in the'upper pockets o 'casting 110, or inthe lower pockets, as' he 'so desires. The holes 1-12 and 113 in the casting 11d-and in the top webs of plates 10 and 10', are those thrucgh passe which fasten top .plate 15, 4 5, 6 and 7, in position u on the tpof the driving track frame. n the plate 15 is shown riveted to lace.Av

The rods 114, Fi land 1 frestay, mds used to -brace the ortionspfthe driving track .frameejA an' A', hold.

itu?

which' the bolts 'and rivets v am 129 wp 1an and 16',

In Fig. 4, plates 115 and 115', form oil tight covers over the outside faces of the side gearI frames, to which they are suitably attached. They thus cover and protect the gears 52, 53 and 55 and 52', 53 and 55' and also prevent oil or other lubricant contained in the cavities so formed, -from escaping and so being wasted.

The braking and. controlling of the speed of the tractor as when going down a heavy grade. is accomplished in the following manner: l 7hen the brakes 11.6, Figs. 4 andv 9, are to be applied, the operator pushes with his foot upon either one of the foot pedals 17 or 17', Figs. 1 and 2, which action first disengages the clutches contained in fly wheels 16 as hereinhefore described, and allows the engine Ato run free. He then increases the pressure upon the operated pedal,4 which will then travel still farther away from him, and this additional travel actuates certain cables, rods. bell cranks, and other mechanism herein-fitter described, connecting the foot pedals to the bralcibands 116, Figs. 4 and 9, contained within the housings 5 and so causing the brake hands to be applied to theii` seats 117 and 117', which are part of brake band spiders 30. As these spiders are connectedto and driven hy the communicating with the driving tracks, as here-inhetore described, the braking force set up by the brake bands 11G upon their seatsi 117, will be.. communicated to the-drivin,g,1f`

tracks, so retarding their movement. AIf the` pedal be increased,

pressure upon the foot brought to rest,

the driving tracks Will be thus stopping the tractor.

It will be seen from the above, and from foregoing description contained within'this specification, that the foot pedals 17 and 17' mounted' upon the operatingr platfor'm G in Figs. 1 and 2, control and operate the clutches connecting the motor= 1 with the driving Shafts 19 and 19', and that they also control and opc'iate the brakes. It is ob vious that the clutches may be applied and released, without applying the brakes.

Upon'examining thekarrangement and position of the two operatinfr seats 77 and 77', Figs. 1 and 2, the. reversing levers 76 and 76', the combined clutch and brakepedals 17 and 17'., the double spark advance lever 119, and the double throttle lever 11S, in relation to the steering wheel 78it will be seen that operating seat 77 has reversing lever 76, foot pedal 17', spark lever 119 and throttle lever 118, so placed as to be conveniently actuated bv the operators right hand andright foot, when. he is seat-odin When he is in thisI seat he would obviously drive the tractor in the direction in which he is facing, or 'toward the left in Figs. l and2, and should he desireto drive the tractor in the reverse direction or toward the right, in

foot of the operator, allows him to face inl the direction ot travel of the tractor at all times, and obvia-tes the confusion 'and uncertainty which another entail, such as the control in tractors where the operator sits facing one Wayand in backing has to turn his head and twist his body to see to steer and guide the tractor as it movesbackward. In my machine all the operator has to do is to change seats by .,which he reverses -thevdirection .he faces and:

he then faces in the direction he is ,goingto back his machine. This is a novel, useful and valuable featlu-'e in atraction engine.l

For this rea-son the throttle .lever 118, Fig'. 2, and the spark advance lever 119, are made form of control would double ended, shown, and are mounted according to usual automobile practice, upon the double quadrant 1.26, which is an annular tlat ringT carried by its tamarins-121, upon the rod 122. Figs. 2 and 8, to whose upper cnd`it is rigidly aliixed., The rod 122 forms the center of the steering post 79, Fig. Land passes through the steering post 79, havingI its lower end threaded and screwed into the U-shaped stirrnp 123, Fig. 8,- Whose upper' extremities are bolted to the sides of casting 7, The nut 121 screws onto the protruding end o1 rod 122, and so locks and prevents rod 12"? from unscrewing out ot stirrup 123. The

rod 122 consequently is held stationary when steering wheel 78, Figs` 1 and 2, is rotated, and so holds the quadrant. also. The spark advance lever 119, Fig. 2, is fit-ted over and keyed to the tube 125, which fits over and is free to rotate about the rod 122, when motion is communicated vto it lower extremity' through lever 119. .On its arm 126, so that is fitted and keyed the lever any motion of lever 119 is communicated through the tube 125 to lever arm 126. .From the eye in the end of lever cableor other suitable connection,

extends to and communicates that movement 120 stationary arm 126 a flexible'v not shown,-

to the timer mechanism,- which is usually mounted on the magneto of the motor.

lever 118 is ltted and keyed to the tube 1 27, Fig. 8, which fits over and is free to rotate upon tube 125.

and keyed to the y- In a similar manner the double throttlel Its lower en d is fitted into lever arm 128, so th-at'any 12.5`v motion given the double throttle lever 118 iscommunioated to and through thetube` 127 i to the lever arm`128, and tron; t-he eye in'4 

